Controlling apparatus for hoisting-engines.



C. R. WELCH. CONTROLLING APPARATUS FOR HOISTING ENGINES.

APPLICATION FILED lULY 9| I9l3.

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C. R. WELCH. CONTROLLING APPARATUS FOR HOISTING ENGINES.

APPUCATION FILED JULY 9, 1913.

Patented Aug. 17, 1915.

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C. R. WELCH CONTROLLING APPARATUS FOR HOISTING ENGINES. APPLICATION FILED JULY 9. 1913.

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C. R. WELCH.

CONTROLLING APPARATUS FOR HOISTING ENGINES.

APPLICATION FI LED JULY 9.1913.

Patented Aug. 17, 1915.

4 SHEETSSHEET 4.

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CONTROLLING APPARATUS FOR HOISTING-ENGINES.

icense.

Specification of Letters Patent.

Patented Aug. 11?, 1915.

Application filed July 9, 1913. Serial No. 778,204.

To all whom it may concern: 7

Be it known that I, CLARENCE R. WELCH, a citizen of the United States, residing at Scranton, in the county of Lackawanna and State of Pennsylvania, have invented new and useful Improvements in. Controlling Apparatus for Hoisting-Engines, of which the following is a specification.

The present invention has reference to controlling apparatus for hoisting engines, and more especially to apparatus of the general type shown and described in my prior Patent Number 965,779, granted July 2%, 1910. It proposes certain hereinafter described improvements in or relating to the trip mechanism and the actuating means therefor, the construction and arrangement of the instrumentalities specified being such 7 as to insure an automatic setting of the I parts and as to its actual operation.

brakes under predetermined conditions.

An embodiment of the invention is illustrated in the accompanying drawing, whereof Figure 1 is a plan view showing the application of the improved controlling apparatus to a hoisting engine; Fig. 2 is an enlarged side elevation of the controlling apparatus, with the parts thereof in normal position; Fig. 3 is a similar view of the primary trip-actuating device and its oper-' ating mechanism, but showing the position of the parts after operation; Figs. 4 and 5 are side elevations of the two secondary tripactuating devices and the operating mechanism therefor, likewise showing the position of the parts after operation; and Fig. 6 is an enlarged detail plan view of one of the aforementioned secondary trip-actuating de vices and the element which directly operates the same.

In said drawing, 1 indicates, generally, the

drum element of the hoisting engine, 2 the.

brake mechanism associated therewith, and 3 the mechanism for controlling the operation of the brakes. The drum and its brake mechanism may be of any preferred or conventional type, and, therefore, require no extended description. The controller 3 is pref erably similar, in the main, to that shown in my prior patent, above identified, and, like the parts 1 and 2, is here represented as of duplex character; that is to say, the two brake levers 4 have separate connections 5 with the brakes that act upon the two drum sect-ions, and each of these levers isalso connected to a piston 6 which works within a cylinder, motive fluid being supplied to said cylinders through the pipe line 8, so that when the pistons are driven outward by the entrance of the fluid into their respective cylinders, the levers connected thereto will be forced backward, thereby applying the brakes.

Tn the preferred form of apparatus, mechanism is employed for automatically controlling the operation of the valve system which, in turn, controls'the passage of the motive fluid to the cylinders, when the cage approaches either end of its travel in the elevator shaft, or the like, and, also, at any intermediate point in such travel when the speed at which the engine is running becomes excessive. As in the earlier construction, this mechanism is of the trip type, but it is simplified both as to the number of its Accordingly, while two trips are employed, one ofthese trips is actuated both when the cage approaches one end of the shaft and, also, when the speed of the, engine reaches the danger mark, so that it serves as a combined terminal and speed trip, the other trip being actuated when the cage approaches the opposite end of the shaft. These trips are indicated by the numerals 9 and 10, and, as shown in Figs. 3 and 4:, are preferably substantially angular or L-shaped. They are pivoted adjacent their apices to a pair of brackets 11 which are fastened to the main standards .12, or in any other desired manner, and are designed to directly control the aforementioned valves, two of which, indicatedby the numerals 13 and 1 1, are comprehended in the" valve system, through the agency of a pair of bars 15 and 16 pivotally connected at one end to upstanding arms 17 and 18 attached to the pipe line. These valves are located in the two inlet sections primary and secondary devices, hereinafter described, are made use of, one of the secf so ondary devices actuating thetrip 9, while the other secondary device and the primary shaft 25 to insure its rotation therewith and movementendwlse thereon, and 1s also provided witha laterally-projecting peripheral finger that serves to operate either of the secondary trip -actuating devices, according as the compound part 27-28 is traveling in one direction or the other on the shaft 25. These two devicesare indicated by the numerals 31 and 32, and are preferably in the form of slides that are mounted in recessed guide brackets 33 connected to the standards 12. At their front ends, these slides are provided with hinged sections or members 34 and 35, which are formed with three stepsof different lengths, as shown in Fig. 6, for engagement by the finger 30 on collar 27. The rear or outer ends of the slides are pivotally connected to a pair of links 36 and 37 that are connected, in turn, by a second pair of links 38 and 39, to a pair of crank arms 40 and 41 secured to a horizontal rock shaft 42, the latter being journaled in standards 12 above and parallel with the threaded shaft 25.

Considering so much of the apparatus as has already been described, it will be understood that shaft 25, owing to its connection with the drum shaft, will rotate at a speed directly proportional to the speed at which the cage (not shown), travels in the elevator shaft, and for this reason the position of the traveling collar 27 upon shaft 25 will correspond to that of the cage in the elevator shaft. The two slides 31 and 32 project toward shaft 25 and are disposed adjacent the ends thereof, with the longest steps on their hinged sections 34: and 35 in thepath of movement of the finger 30 on collar 27. Consequently, since the aforementioned collar travels backward and forward on shaft 25 and is caused to rotate during such travel, its finger will engage and lift the section 31 at approximately one end of its travel, and, similarly, the section 35 at approximately theother end of its travel. The lower arms of the trips 9 and 10 project downwardly at an angle and terminate directly over the said sections, sov

that when either section is raised, it will rock the adjacent trip uponits pivot and or shortly before the time that thereby disengage itshooked end from the corresponding valve-operating bar, whereupon the valve controlled thereby will immediately open, with the result that motive fiuid will be free to flow through the pipe. line to the cylinders 7 Pistons 6 will then the brakes, thisbrakingtaking place automatically, as Wlll be apparent, just about.

reaches either end of the'shaft.

It is to be observedthatthe aforementioned application of the brakes is efiected at the end of each ascent or descentof the cage, and under normalconditions Azhat is to say, when the engine is running at normal speech-but it is also intended to efiect operate to shift the brake levers 4 and set the-cage the same operation automatically at any intermediate point inthe travel of the cage when the speed of the engine rises beyond a predetermined figure. The primary, or speed trip-actuating device, is operated for this purpose, and, as previously stated, that device acts upon the trip .10, whichis also released 'by the secondary device 32. The device in question is preferably constituted by a projecting fingere3, or the like, which is located directly in line withfthe upper arm of the trip 10 andis carried by a horizontal rock shaft 44 controlled. from {the governor45. Shaftli isjournaled in a bracket 46 fastened to the pipe line, asshownin Fig. 1, and has attached to it a'crank a crank arm 49 secured to .rock shaft 42, so that the operation of thelatter shaft will effect that of shaft 44.

The governor 45 is preferably of the form shown in Fig. 3, and embodies a vertical sleeve-like hollow shaft .50 contained within a fixed sleeve 51 that is mounted upon a stand 52, the shaft 50 having a gear connection 53 with a horizontal transmission shaft 54; which, inturn, has a chain-and-sprocket connection 55 with the rear end of the threaded shaft 25. Shaft 50' also carries the weighted governor arms 56, the latter acting directly upon the headed upper end of a vertical rod 57, which is loosely fitted arm 47 which is connected by alink 48 to within said shaft. This rod is normally.

63, said reduced portion having slidably fitted thereon a weight 6'1? that also engages fork 61. Consequently, when the engine is running at a normal speed, the combined action of the two weights 60 and 64 will main tain the adjacent arm of lever- 58 depressed,

with the fork 61 resting upon the shoulder produced by the reduction of the part 62, while-the other arm of said lever, and, therefore, the rod 57, will be elevated. On the other hand, when the speedof the engine becomes excessive, the outward movement of the weighted portions of the governor arms 56 will cause their inner portions to depress rod 57, with the result that the corresponding lever arm will be forced downward from the position represented in Fig. 2 to that in Fig. 3. 7

As previously stated, the rock shaft 44 is controlled from the governor 45 through the intermediary of the rock shaft 42, the crank arms 47 and 49, and the connecting link 48.

Shaft 42 is, accordingly, itself connected to said governor to effect such control, the

connection consisting of a link which is attached at one end to the inner arm of lever 58, i. 6., the opposite arm from that which carries the weight 60, and a crank arm 66 that is secured to shaft 42 and is connected to the other end of link 65. By reason of this construction and arrangement ofparts, it will be apparent, therefore, that when the speed of the engine is sufficiently high to effect the rocking of the controlling lever 58, the depression of the working arm of that lever will produce a counter-clockwise movement of shaft 42 through the parts 65 and 66 and such movement will be trans mitted through the parts 49, 48 and 47 t0 shaft 44. The shaft last mentioned will be turned in a clockwise direction, which will cause its finger 43 to bear against trip 10 and thereby disengage the latter from bar 16, whereupon valve 14 will immediately open to permit the motive fluid to set the brakes.

Accordingly, it is to be understood, s0 faras the complete operation of the apparatus is concerned, that under normal conditions the brakes will be set automatically when the cage reaches approximately either end of the shaft, and that when the engine rotates at a dangerously high speed, the brakes will be set automatically by the operation of the primary trip-actuating device, irrespective of the position of the cage in the shaft. In the same connection, it is to be noted, however, that the main rock shaft 42, which is actuated from the governor, is connected with the two secondary trip-actuating devices 31 and 32, the former through the parts 36, 38 and 40, and the latter through the parts 37, 39 and 41. Consequently, when the shaft 42 is rocked, the parts just referred to will cause the said devices 31 and 32 to move toward shaft 25, and this will obviously result in bringing the hinged sections 34 and 35 nearer to the finger 30 on collar 27, so that the short or narrow steps on either of said sections will be in position to be struck and lifted by said finger if said collar happens to be at such times opposite that section. In this way, the application of the brakes is insured, since, under the conditions specified, both the primary trip-actuating device and one of the secondary trip-actuating devices will be operated.

What is claimed is:

1. In an engine controlling apparatus, the combination of a rocking trip; a rock shaft having a finger thereon arranged directly adjacent said trip and adapted to engage the same; a governor; and connections between said governor and said shaft for rocking the latter from the former to cause said finger to press against and actuate said trip. I

2. In an engine controlling apparatus, the combination of a rocking trip; a primary trip-actuating device comprising a rock shaft having a finger arranged to engage the said trip; a governor; connections between said governor and said shaft for rocking the latter from the former to cause said finger to press against and actuate said trip; a secondary trip-actuating device; and means for operating the last-named device.

3. In an engine controlling apparatus, the combination of a rocking, angular trip; a primary trip-actuating device associated with one arm of the trip and comprising a rock shafthaving a finger arranged to engage said arm; a governor; connections between said governor and said shaft for operating the latter from the former; a secondary trip-actuating device associated with the other arm of said trip and comprising a member having a hinged section arranged to engage said other arm; and means for moving said section into such engagement.

4. In an engine controlling apparatus, the combination of a pair of trips; a normallyoperative, secondary trip-actuating device associated with each trip; means for operating said devices; a normally-inoperative, primary trip-actuating device associated with one of said trips; a governor; and connections between the governor and the primary trip-actuating device for operating the latter when the speed of the former becomes excessive.

5. The combination, with a mechanism for controlling hoisting engines, and power-operated means for actuating the same; of a pair of devices for controlling the operation of said actuating means; a trip associated with each controlling device; a traveling member for automatically actuating said trips at either end of its travel; and mechanism for automatically operating one of said trips at any intermediate point in the travel of said member in either direction when the speed of the engine becomes excessive.

6. In an engine controlling apparatus, the

combination of a trip; a pair of rock shafts one of which is provided with a member arranged to engage and actuate the trip a crank arm secured to said shaft; a pair'of .crank arms secured to the other shaft; a

governor; a lever controlled by said governor and connected to one of thesecondnamed arms for rocking the second-named shaft from the governor; and a link connection between the other second-named arm and the first-named arm for causing both shafts to move in unison. Y

- 7. In an enginecontrolling apparatus, the

' combination of a pair of trips; a trip-actuously toward the traveling member when said shaft is operated. i

9. In an engine controlling apparatus, the combination of'a pair of trips; a secondary trip-actuating device associated with each trip; a primary trip-actuating device associated with one of said trips; a member for operating the secondary devices arranged to travel between the same; a rock shaft;

means for operating said shaft; means 013- erated by said shaft for operating the primary actuating device; and connections between said shaft and both secondary actuating devices for moving the latter in unison toward said traveling member.

10. In an engine controlling apparatus, the combination of a pair of trips; a secondary trip-actuating device associated with each trip; a primary trip-actuating device associated with one of said trips; a member for operating the secondary devices arranged to travel between the same; a rockshaft; a governor; connections be-' tween sald governor and said shaft for opcrating the latter from the former; means operated by said shaft for operating the primary actuating device; and connections between sald shaft and both secondary actuating devices for moving the latter in unison toward said traveling member. V

Y 11. In an engine controlling apparatus, the combination, with a trip; of" an actuating device therefor having atone end a plurality of steps of different lengths; a memher for operating said device arranged to travel in'front of said end and normally co ope ative with the longest step only; and means for moving said dev ce bodily toward said member under predetermined condltions, to bring a second step into position for cooperation therewith. 1 r

12. In an engine controllingiapparatus, the combination, with a trip of an actuating device therefor having atone end a plu-' rality of steps of difi'erent lengths; a member for operating said device arranged to travel in front of said end and normally cooperative with the longest step only; a governor; and means controlled by said governor for moving said device bodily toward said member under predetermined 'conditions to brin a second ste into osition 7 C p p for cooperation therewith.

13. In an engine controlling apparatus, the combination of a pair of trips; a pri mary trip-actuating'device associated with one trip; a secondary trip=actuating device associated with the other trip and having at one end a plurality of steps of different lengths; a member for operating the secondary actuating device arranged to normally cooperate with the longest step only of said end; means for operating the primary actuating means; and means operable by the last-named means duringits operation for moving said secondary actuating means toward said member to bring a second step thereon into position to cooperate with said member.

In testimony whereof I havehereunto set my hand in presence of two subscribing witnesses. 7 CLARENCE R. WELCH. WVitnesses Rio-HARD HowL'Y, EMITT AYnns.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 1 

